Electric brake.



No. 795,170. PATENTED JULY 18, 1905.

' W. G. PRICE.

ELECTRIC BRAKE.

APPLICATION FILED AUG. 11, 1904.

2 SHEETS-SHEET l.

No. 795,170. PATENTED JULY 18. 1905. W. G PRICE. ELECTRIC BRAKE.

APPLICATION *ILED AUG. 17, 1904.

2 SHEETS-SHEET 8.

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Patented July 18, 1905.

PATENT @TTICE,

WILLIAM G. PRICE, OF FITTSBURG, PENNSYLVANIA.

ELECTRIC BRAKE.

SPECIFICATION forming part of Letters Patent No. 795,170, dated July 18, 1905.

Application filed August 1'7, 1904. Serial No. 221,139.

To all whom it may concern.-

Be it known that I, WILLIAM G. PRICE, a citi-' zen of the United States, residing at Pittsburg, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Electric Brakes; and I do hereby declare the following to beafull, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to improvements in braking mechanism for vehicles, and particularly to a braking mechanism which is adapted for use upon cars which are propelled by electricity or which are provided with asource of electricity by which the braking apparatus may be operated.

The invention consists in a mechanism provided with a brake applying spring and a motor having a rotating armature for compressing the spring and releasing the brakes.

The invention also consists in a braking apparatus in which a spring is employed and so connected with the brakes as to be capable of applying them, a motor capable of compressing the spring to a greater or less extent in releasing the brakes, and means controlled by an electric current for retaining the motor at various positions for modifying the pressure exerted by the spring upon the brakes.

The invention further consists in a braking apparatus provided with a spring which normally exerts a pressure upon the brakes, a motor capable of compressing the spring and releasing the brakes to a greater or less extent, a band-brake capable of holding the motor in its different positions, a solenoid for applying the said band-brake, controllers supplied for each car upon which the braking apparatus may be mounted, a conductor, and corresponding contact-points for controlling the passage of electric currents to the motor and to the solenoid, the solenoid operating In the accompanying drawings, Figure l is a bottom plan view of a car-platform, showing my improved braking apparatus secured thereto. Fig. 2-is an enlarged detail view of a portion of the brake-operating mechanism, the relation of the motor to the compressionspring and also to the braking-solenoid being clearly indicated. Fig. 3 is a detail view, partially in section and partially in side elevation, of a band-brake and its solenoid, the rack-bar for compressing the brake-spring being also shown; and Fig. 4 is a top plan view of one of the controllers used in connection with my improved braking mechanism.

It is the aim of the present invention to supply a mechanism for applying brakes to cars or other vehicles which shall be to a large degree automatic in its action and which shall under all emergencies operate to apply the brakes for stopping the car.

In developing the necessary pressure for forcing the brakes used against the wheels of the car I preferably employ a positive-acting agent, such as a strong spring like that illustrated at l in the drawings. The spring 1 abuts against the support or hanger 2 depending from the car-body and is generally car ried by the reciprocating rod or bar 3. The rod 3 at one end is pivotally connected with the lever 4 of the braking apparatus. The brake-rigging itself is comparatively simple, consisting in the usual brake-bars carrying Wheel-engaging shoes at their ends and connected intermediately with the necessary levers for drawing them toward the wheels,

and in the drawings 1 have shown the mechanism applied to a car having two trucksone near each end of the car. The brakes for one truck are connected, by means of the chain 5, with one end of the lever 4:.- The brakes of the other truck are connected, by means of a chain 6, with the lever 7. The end of the lever 7 which is opposite to that engaged by the chain 6 is connected, by means of a short link 8, with a fixed portion of the car-body. The levers and 7 are connected by means of a link 9, the connection being so arranged that when a pull is exerted upon the lever 4 by means of the reciprocating rod 3 equal amounts of pressure will be distributed to the trucks of the car. The rod 3 is screwthreaded, as at 10, for a short distance, and a nut 11 is mounted thereon, engaging the said screw-threads and bearing against a washer 12, interposed between the said nut and the end of the brake-spring 1. In installing the brake system upon a car the nut 11 is turned upon the screw-threads upon the rod 3 sufficiently to compress the spring 1 against the depending projection 2 to enable the said spring to exert ample power in applying the brakes.

The normal action of the brake-spring 1 is such as to maintain the brakes used in their applied position. The invention contemplates the employment of means under electrical control for compressing the spring in releasing the brakes and for holding the said spring at intermediate stages of compression for drawing the brakes used against the wheels of the car with varying degrees of pressure. I preferably employ an electric motor, as indicated at 13 in Figs. 1 and 2 of the drawings, for exerting a compressing action upon the spring 1. The motor 13 is therefore made to rotate an actuating-shaft 14, which carries at its outer end a pinion 15. The pinion 15 meshes with the teeth of the rack 16, formed upon the end of the rod 3. The back or side of the rod 3 which is opposite to the rack 16 is preferably made flat and engages an antifriction-roller 17 which is arranged opposite to the pinion 15. In this manner the rack is kept in proper engagement with the teeth of the actuatingpinion 15. The antifriction-roller17 may be mounted in a boxing or casing 18, which is provided with projecting flanges 19, extending upon each side of the rack-bar, thus keeping it in proper alinement and always in engagement with the actuating-pinion 15.

The shaft 14 is provided with an actuatinggear 20, which meshes with a pinion 21, secured to the shaft 22 of the motor. Shaft 22 is rotated by the armature of the motor, the said shaft being the shaft of the said armature. Through the train of gearing thus described and the shaft 14, carrying the pinion 15, the motor is capable of reciprocating the rod 3 and compressing the brake-spring 1..

Adjacent to the motor is mounted a holding or braking apparatus for maintaining the motor in whatever position it may have attained. As shown in the drawings, this apparatus comprises a shaft 23, provided with a pinion 24, which meshes with a comparatively large gear-wheel 25, carried by the armature-shaft 22. The-shaft 23 is also provided a large pulley or drum 26, which is encircled by a flexible or yielding band 27, which is capable of exerting a braking action upon the pulley or drum 26 for retardingits movement, and thereby the movement of the motor. The band 27 is secured at its ends to an operating-lever 28. The outer end of the lever 28 is secured to a piston-rod or plunger 29, which is secured to the moving core 30 of a solenoid 31. The arrangement of the parts is such that when the electric current is passed through the coil of the solenoid 31 the core 30 will be drawn into the said coil in the usual manner and will actuate the lever 28 for tightening the handbrake 27. It will be readily seen that if the current of electricity is passed. through the motor 13 and not through the solenoid 31 the motor will be actuated for reciprocating the bar or rod 3, and it will also be seen that if the current is cut out of the motor and then cut into the solenoid the band-brake will be applied for holding the motor in the position reached by it. In this manner the compression of the spring 1 can be held at any stage to which it may be brought by the action of the motor. In equipping a car with this mechanism controllers 32 and 33 are mounted at the ends of the car and conductors from the contact-points thereof are led to a conductor 34, which extends along the entire length of the car. adapted to be connected at the ends of the car with adjacent cars by any suitable coupling (not shown) so that the current received by any one of the cars in a train can be used for applying the brakes of all the cars simultaneously. The conductor 34 is made up of a number of well-insulated wires connected with the contact-points 0f the controllers 32 and 33 through different resistance-coils, which are carried by the car, as at 35. A conductor 36 extends from the resistance-coils to the motor 13. A branch conductor, as 37, (shown in Fig. 2,) also extends from conductor 36 to the solenoid 31.

The manner of connecting up the various conductors with the contact-points of the controllers will now be more specifically set forth.

Referring to Fig. 4, the plan view of a conductor, as 32, is shown provided with a series of contact-points, as 38, 39, 40, 41, and 42, which are preferably connected with a common conductor 43, the said common conductor 43 extending through a comparatively low resistance-coil in the resistance member and thence to the solenoid 31. Ordinarily the amount of current needed in the solenoid is comparatively small for hold.- ing the motor by means of the band-brake. This is due to the fact that the band-brake has a large braking-surface, and the lever operating the same controls it with great power, and it is further due to the fact that the gearing interposed between the braking-drum and the motor is of such a character as to increase the power exerted by the solenoid in its application to the motor. In the event of its being necessary to apply the band brake with greater power than usual I provide the contact-point 44 upon the controller, which is connected by a separate conductor 45 with the solenoid 31 through a less resistance than that The line conductor thus provided is which is connected with the conductor 43. It is sometimes necessary to use the contactpoint 44 when the current supplied to the whole braking system drops below its usual strength. Each controller is always provided with a series of intermediate contact-points,as 46, 47, 48, and 49, which are connected by separate conductors 50, 51, 52, and 53 through different resistances with the motor 13. The contact-point 46 is connected with a large resistance at 35, so that a small current is supplied to the motor when the controller-arm 54 is turned to the point 46. Then the controller is moved to the point 47, the current is passed through the less resistance at 35,

- and more current is transmitted to the motor.

The points 48 and 49 are successively connected with the motor through less and less resistances, so that when the controller-arm reaches the contact-point 49 the current passes through the least resistance and the greatest power is employed in actuating the motor. The shaft of each controller receives its supply of electricity from the line-wires of the road through the trolley by means of a conductor 66. Of course the current can be sup: plied to the controller from the said conductor 66 from any suitable source of electricity.

When the controller-arm 54 is moved to the position shown in Fig. 4, so as to be against the stop 55, all of the current is cut out both from the motor and the solenoid. In this position, therefore, the compressing action upon the spring 1 is relieved, and the said spring is free to exert its power upon the brakes. In order to always bring the controller-arm 54 to the position shown in Fig. 4, I employ a spring, as 56, surrounding theshaft of the controller and normally tending to force the arm against the stop 55. It thus transpires that when the motorman releases the handle 54 it will be automatically drawn against the stop 55, and the brakes will be immediately applied through the action of the released brakespring 1.

I also provide means upon each car for com trolling the action of the braking-spring 1 by hand-power. For this purpose hand-operated brake-shafts 57 and 58 are mounted upon the ends of the car and connected, by means of chains 59and 60, with a braking-lever 61. The chain 60 may be lengthened by interposing therein a rod 62, if desired. The lever is pivoted, as at 63, to the car-top and at one end, as at 64, is connected with the rod 3 of the brake-spring 1. It will thus be seen that by operating the hand-brakes 57 and 58 at either end of the'car the brake-spring 1 can be compressed for releasing the brakes.

The movement of the braking-rod 3 is preferably cushioned at one end by means of r a cushion-spring 65, carried by the car-platform.

moved to contact-point 49, so that all the current passing in the conductor 34 is transmitted to the motor 13, and the said motor will operate at once for compressing the spring 1 and releasing the brakes. As soon as the spring 1 has been compressed to a suflicient extent to entirely release the brakes the arm 54 is moved to the adjoining contact-point 42, and a current is thus passed through a suitable resistance to the solenoid 31 for instantly applying the band-brake 27 and holding the motor so that the compression of the spring 1 will be maintained. current supplied to the ear becoming very low, so that it is not quite suflicient to hold the band-brake 27, the arm 54 is moved to the contact 44, thus sending a larger current to the solenoid from the conductor 45. When it is desired'to slacken the speed of the car, the controller-arm is moved to the contact-point 48. As themotor is thus held by the reduced current the compression of the spring 1 will be slightly relieved and the brakes will be partially applied. The controller-arm 54 may then be passed to the contact 40, so that the solenoid will be again actuated for holding the motor. If it is desired to still further relieve the brake-spring and tighten the brakes upon the wheels, the controller-arm 54 is moved to the next contact-point 47, thus increasing the resistance in the motor-current and further relieving the pressure on the spring 1. The motor can be held at this stage by moving the controller-arm to the contact 39 so as to again actuate the solenoid. For still further relieving the spring 1 of this pressure and correspondingly tightening the brakes the arm 54 is moved to the contact 46 and then to the contact 38 for holding the motor by means of the solenoid. For entirely and completely relieving the spring and applying the brakes with the full force of said spring the controller-arm is returned to its position against the stop 55. It will thus be apparent that the tightness of the brakes can be instantly adjusted and that between each adjustment they can be held through the action of the solenoid and the band-brake controlled thereby.

Since the controller-arm 54 is automatically returned to the stop 55 by means of the spring 56, the brakes will also be instantly applied upon the releasing of the controllerarm 54 by the motorman or other operator. If anything happens to the motorman, such as sudden sickness or an accident, so that he cannot control the car-operating mechanism, the spring 56 will instantly return the controller-arm to such a position as to apply the brakes with their greatest force. This may be termed an emergency application of the brakes. Since the motor 13 and the solenoid 31 are controlled entirely by the current In the event of the of electricity passed to them, if such current is interrupt ed at any timeas, for instance,

I for a short distance.

by the slipping 01 the trolley from the trolleywire-the emergency-brake will be applied at once. This arrangement of the parts is also advantageous in that it enables a train-despatcher to stop trains Which he discovers are liable to collide by cutting off the current in V the line-Wire, and thus instantly applying the emergency-brakes upon each car. A further control is had upon the braking system through the manipulation of the hand-brakes. 1f the motorman desires to prevent the release of the brake-spring 1 to a greater or less extent, he correspondingly Winds in the hand-brake and holds the same at such a point, thereby preventing the release of the spring 1. If for any reason the spring 1 cannot be compressed through the agency of the motor, the motorman can release the brakes by operating either one of the hand-brakes, and thereby compressing the spring 1. He can of course instantly apply the brakes again by releasing the handle of the handbrake. It is sometimes advantageous to prevent the application of the brakes by means of the handbrakesas, for instance, in passing a railway-crossing Where the current transmitted to the car or train is interrupted 1n such a case the sudden or emergency application of the brakes Would stop the car or train upon the railwaytracks, leaving the same in a dangerous position. As the motorman approaches such a crossing it is only necessary for him to Wind up the hand-brake a suflicient distance to prevent the application of the brakes.

It will be apparent from the above description that my improved braking system While comparatively simple in structure is capable of effective service and that its emergency features make it possible to greatly increase the safety of travel upon electrically or otherwise operated trains or cars. The use of a strong spring I find in practice is better than the use of compressed air, both because it is quicker in its action when released and also because it requires a less expenditure of poWer in the motor for compressing such a spring than is required for the compression or storing of the necessary quantity of air for an air-braking system. It Will be observed also that Where cars provided with my improved braking mechanism are run in trains of two or more cars the breaking of the train or the separation of the cars Will operate instantly to apply the emergency-brakes upon the rear car or cars and in this manner lessen the chance for accident.

Having noW described my invention, What I claim, and desire to secure by Letters Patent, is

1. A braking mechanism for vehicles comprising a brake-applying spring and an electric motor having a rotating armature, and means for communicating the movement of the armature directly to the spring for compressing the same to a greater or'less degree as is necessary for releasing or permitting the application of the brakes.

2. A braking mechanism for vehicles comprising a tension member, electrically-operated means for compressing said tension member and releasing the brakes, and means for holding said electrically-operated means to secure varying degrees of compression in the spring.

3. A braking mechanism for vehicles comprising an expansion member, an electric motor for compressing the same, and an electrically-operated holding means therefor, the holding means acting to hold the expansion member in a plurality of positions.

4. A braking mechanism comprisinga braking-spring, an electric motor for compressing the spring and relieving the brakes and a solenoid operable for holding the motor at various points of its operation.

5. A braking mechanism for vehicles comprising a braking-spring normally applying the brakes, a motor for compressingthe spring, a brake for holding the motor at different stages of its operation and electric means for controlling the motor-holding brake.

6. A braking mechanism for vehicles comprising a braking-spring, a reciprocating bar for compressing the same and a motor having a rotating armature for reciprocating the said bar.

7. A braking mechanism for vehicles comprising a brake-applying spring, a motor having a rotating armature for compressing the spring, a band-brake for holding the motor at various stages of its operation and a solenoid for applying the band-brake.

8. A braking apparatus for vehicles comprising a tension-spring, a reciprocating rod for compressing the same, a rack carried by the said rod, a pinion engaging the rack and a motor for rotating the pinion and reciprocating the rack in compressing the spring.

9. A braking mechanism for vehicles comprising a brake-applying spring, an abutment for holding the braking-spring, a reciprocating rod for causing the compression of the spring, a motor for reciprocating the rod, and means for holding the motor in the various stages of its operation.

10. A braking mechanism for vehicles comprising a brake-rigging, a braking-spring, a reciprocating compressing member interposed between the said rigging and the said spring and electrically-rotated member for reciprocating the said rod.

11. A braking mechanism comprising a brake-rigging, a braking-spring an abutment engaging one end of the spring, a reciprocating member engaging the other end of the spring, levers connecting said reciprocating prising a brake-applying spring, a compressing-rod engaging said spring and provided With a screw-threaded, portion intermediate its length, an adjusting-nut engaging the threaded portion and bearing upon one end of the spring, an abutment holding the other end of the spring and a motor for reciprocating the rod and forcing the nut against the spring to compress it and release the brakes.

18. A braking mechanism for vehicles comprising a tension member and a brake-rigging normally operated thereby, a compressing member engaging the tension member, an electric motor for actuating the compressing member, rigging interposed between the two, a braking mechanism for holding the motor made up of a shaft and a drum carried thereby, rigging interposed between the shaft and the electric motor, a band-brake engaging the drum, a lever for applying the band-brake and a solenoid for operating the lever the movable core of the solenoid being pivotally connected With the said lever.

lt. A braking mechanism for vehicles comprising a braking-spring, an electric motor for compressing the spring, a solenoid for holding the motor at various stages of its operation, controllers carried by the vehicles, and means for passing the electric current supplied to the car to the motor for compressing the spring or to the solenoid for preventing the movement of the motor.

15. A braking mechanism for vehicles comprising a brake-applying spring, an electric motor controlling the pressure of said spring,

- a brake for holding the motor, a solenoid controlling the motor-brake and controllers carried by the car and so connected With the motor and the solenoid as to alternately pass actuating-currents through the same.

16. A brake-applying mechanism for vehicles comprising a braking-spring, an electric motor controlling the compression thereof, a solenoid for holding the motor, controllers for receiving an electric current and applying it in greater or less degrees of strength to the motor and solenoid and resistances interposed between the controllers and the said motor and solenoid.

17. A braking mechanism for vehicles com prising a brake-applying member, an electric motor controlling the same, a solenoid for holding the motor at the various stages of its operation, controllers carried by the vehicle and provided with a series of contacts, a spring for normally returning the controller to its cut-out position, and conductors extending from some of the contact-points of the controller through varying resistances to the motor and other conductors connecting the intermediate contacts of the controller With the holding-solenoid.

18. A braking mechanism for vehicles comprising a brake-applying spring, an electric motor for controlling the compression of the spring, electrically-operated holding means for said motor, controllers carried by the vehicle, a spring applied to the shaft of each controller for normally holding it in its cutout position, a series of contacts carried by each controller, some of the said contacts being connected With the electric motor through different resistances, other contacts of the controllers being connected With the motor-holding means and a contact upon each controller connected through a small amount of resistance for supplying an increased current to the motor-holding means.

19. A braking mechanism for vehicles comprising a brake-applying spring, brake-rigging connected With the same. a reciprocating member connecting With the brake-rigging and capable of compressing said spring, a motor having a rotating armature for actuating the springcompressing member and hand-operated mechanism also connected With the compressing member for compressing the spring or preventing the release of the brakes as the case may be.

20. A braking mechanism for vehicles comprising a compression-spring, a reciprocating rod for compressing the same, a motor for reciprocating the rod, a brakerigging connected With the said rod, a buffer-spring. engaging one end of the reciprocating rod to cushion its movement and hand operated mechanism for controlling the said reciprocating rod.

21. In a braking mechanism for vehicles, the combination of a spring for normally applying the brakes, a motor connected With the spring and capable of compressing the same to a greater or less extent for partially or entirely releasing the brakes and a lever .for compressing the spring When, the motor is disabled.

22. A braking mechanism for vehicles comprising an actuating-spring for operating the brakes, and an electric motor having a rotating armature for compressing the spring and releasing the brakes, the motor being reversed by the action of the spring When the brakes are to be applied.

23. A braking mechanism for vehicles, the combination of a spring for applying the brakes, a lever for compressing the said spring and releasing the brakes, the said lever When released permitting of the emergency application of th'e'brakes.

2 1. A braking mechanism for vehicles comprising an actu ating-spring for setting brakes, a reciprocating member for compressing the spring, a rotating member engaging the same for moving it against the spring, a motor having a rotating armature, and the armature being directly connected with the rotating member Which actuates the spring-compressthe motor by thespring to take place rapidly or more slowly according as it is desired to maintain the brakes With greater or less pressure upon the Wheels of the vehicle.

In testimony WhereofIafliX my signature in presence of two Witnesses.

WILLIAM G. PRICE.

Witnesses:

H. J. HALLERAN, ANNA R. BEATTY. 

